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E11/E8 INSTRUCTION MANUAL

Version 2.0 - 4 August, 2008

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Haltech E11/E8 Instruction Manual

Table of Contents

Introduction .............................................................................................................................................. 6

INSTALLATION AND WIRING GUIDE ......................................................................................................... 6Before You Begin ..................................................................................................................................... 6Tools and Materials that you will need .................................................................................................... 8

INSTALLATION GUIDE .................................................................................................................................. 9Sensors and Device Pin Outs ................................................................................................................ 11

Manifold Absolute Pressure Sensor ...................................................................................................... 11Coolant Temperature Sensor ................................................................................................................ 13Inlet Air Temperature Sensor ................................................................................................................13Throttle Position Sensor ........................................................................................................................ 14Ignition Modules ..................................................................................................................................... 14Power Relays ......................................................................................................................................... 16

Trigger Wiring (Crank and Cam Angle Sensors) ..................................................................................16Wiring Injectors ...................................................................................................................................... 19Wiring Ignition ........................................................................................................................................ 19

SETUP GUIDE .............................................................................................................................................. 21Powering Up for the first time ................................................................................................................ 24Setup Menus .......................................................................................................................................... 25Main Setup ............................................................................................................................................ 25Trigger Setup ......................................................................................................................................... 31

Ignition Setup ......................................................................................................................................... 35Setting the Base Timing .....................................................................................................................36

Fuel Setup .............................................................................................................................................. 40Throttle Pumps ...................................................................................................................................41

Sensor Setup ......................................................................................................................................... 47

Program Setup ....................................................................................................................................... 48Options Menu ........................................................................................................................................ 49

Firmware Update ................................................................................................................................49

Auxiliary Output Options ....................................................................................................................... 52Analogue Input Options ......................................................................................................................... 71Digital Input Options ............................................................................................................................. 73

Timed Inputs ......................................................................................................................................... 73

STARTING YOUR ENGINE .......................................................................................................................... 75

TUNING GUIDE ............................................................................................................................................ 76Introduction ............................................................................................................................................ 76What are maps? .................................................................................................................................... 76Mapping an Engine ................................................................................................................................ 76Using Halwin for Tuning ........................................................................................................................ 76Fuel Maps .............................................................................................................................................. 80Ignition Maps ......................................................................................................................................... 84Fuel Correction Maps ............................................................................................................................ 86

Staged Injection ..................................................................................................................................... 94O2 Closed Loop Tuning ......................................................................................................................... 96Ignition Correction Maps ...................................................................................................................... 100Idle Control ......................................................................................................................................... 102

BAC Idle Control Tuning ...................................................................................................................102Stepper Motor Idle Control ..............................................................................................................104

Turbo Wastegate Control.................................................................................................................... 107Closed Loop Boost Control.................................................................................................................. 108

Variable Cam Timing Control.............................................................................................................. 111Anti-Lag Output.................................................................................................................................... 114

Page: 2 Copyright Haltech 2008

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HALWIN USER GUIDE ..............................................................................................................................118Halwin Menu Structure ........................................................................................................................ 118Data Logging (PC) ............................................................................................................................... 134Data Logging (On Board) .................................................................................................................... 142Keystrokes Reference .........................................................................................................................145

Glossary ............................................................................................................................................... 149Appendix A: Electronic Engine Management Overview ...................................................................... 150Fuel Systems ...................................................................................................................................151Flow Estimation ................................................................................................................................151Injector Flow Capacity ......................................................................................................................151Fuel Pump Capacity .........................................................................................................................151Fuel Rail and Pressure Regulators ...................................................................................................152Ignition Systems ...............................................................................................................................152Dumb Ignitors ...................................................................................................................................152Smart Ignitors ...................................................................................................................................153Falling edge and Rising edge Ignition Modules ................................................................................153

Appendix B: Trigger Sensors (Crank Sensors) ...................................................................................155Rotor Phasing ..................................................................................................................................155

Trigger Interface ...............................................................................................................................155The Input Trigger ..............................................................................................................................155Trigger Devices ................................................................................................................................157Standard Trigger ..............................................................................................................................158Multi-Tooth Trigger ...........................................................................................................................159

Appendix C: Fault Finding ................................................................................................................... 162Appendix D: E11v2 ECU Specifications .............................................................................................. 163

Typical Engine Configurations ..........................................................................................................168

Copyright Haltech 2008 Page: 3

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WARNING

This system is capable of controlling eitherintelligentignitors which have in-builtdwell control (commonly found on early EFI engines with electronic ignition) ordumbignitors which contain no such control (modern ECU controlled ignition systems). Thisallows standard ignitors to be used in many cases. Most standard ignitors are dumb

igniters.

It is very important to set the system up to match the type of ignitor used!.

In the ignition set-up page the set-up should be:

To control intelligent ignitors set up asConstant Duty

To control dumb ignitors set up asConstant Charge

If the wrong set-up damage to the ignition system will occur.

Burning out ignitors due to wrong set-up will not be regarded as Warranty!

Please ensure all power supplies are disconnected before commencing any wiring.

Failure to follow all the warnings and precautions in this manual can lead to damage toengine components and may possibly void your warranty. Incorrect setup of the ECU can

also lead to damaged engine components.

Damaged components due to incorrect setup will not be regarded as warranty repairs.

Under copyright law, neither this manual nor its accompanyingsoftware may be copied, translated or reduced to electronic

form, except as specified herein, without prior written consentofLockin Pty Ltd trading as Haltech. Copyright 2004

Lockin Pty Ltd

A.B.N. 68 061 744 303also trading as Haltech

3 Centre Pl

Wetherill Park, 2164

AustraliaPh: (+61) (02) 9729 0999

Fax: (+61) (02) 9729 0900

[email protected]

http://www.haltech.com
mailto:[email protected]:[email protected]

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LIMITED WARRANTY

Lockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable FuelInjection System to be free from defects in material or workmanship for a period

of ninety days from the date of purchase.

Proof of purchase, in the form of a bill of sale or receipted invoice, whichindicates that the product is within the warranty period, must be presented toobtain warranty service. Lockin Pty Ltd trading as Haltech suggests that thepurchaser retain the dealers dated bill of sale as evidence of the date of retailpurchase.

If the HaltechTM Programmable Fuel Injection System is found to be defectiveas mentioned above, it will be replaced or repaired if returned prepaid along

with proof of purchase. This shall constitute the sole liability of Lockin Pty Ltdtrading as Haltech.

To the extent permitted by law, the foregoing is exclusive and in lieu of all otherwarranties or representations, either expressed or implied, including any impliedwarranty of merchantability or fitness. In no event shall Lockin Pty Ltd tradingas Haltech, be liable for special or consequential damages.

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Introduction

Congratulations on purchasing a Haltech Engine Management System. This fully programmable productopens the door to virtually limitless performance modification and tuning of your vehicle. Programmablesystems allow you to extract all the performance from your engine by delivering precisely the requiredamount of fuel and ignition timing that your engine needs for optimum output under all operatingconditions.

This Installation and Wiring Guide will guide you through installing your Haltech ECU onto your vehicle.This section accompanies the Setup Guide and Tuning Guide that you or your tuner will need to refer tobefore completing your installation and configuration.

Before You Begin

IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING .At the very least, you should read Section One of the manual before you begin the wiring part of theinstallation. The greater your knowledge of the operation of the Haltech system, the easier you will find itto understand what you are doing, and why. Throughout the manual are Warnings and Notes that will

help your installation run smoothly and indicate the dangers that can exist for you the installer and theHaltech ECU.

Read any additional material (if supplied) accompanying this manual that updates the document since itwas written.

You may need special parts or additional tools or test equipment in order to complete installation. Makesure you have these items on hand before you begin to avoid frustration.

Don't do the minimum work possible. Carelessness in the early stages of installation can cause greaterproblems later on. Carelessness will cost you money and frustration in finding and fixing unnecessaryproblems. You have the opportunity to make sure your Haltech system's operation is extremelydependable and easy to use by Doing it right the first time !. Another reason to exercise care during thisinstallation is make sure there is no Fuel leaks and no wiring un-insulated which can cause a spark or a

short and cause a fire or an explosion. Also make sure you follow the proper workshop precautions likewhen working underneath a jacked-up car, make sure you use safety stands.


Installation and Wiring Guide

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Electromagnetic interference (EMI) from unsuppressed spark plugs and high tension leads can cause theECU to fail. Please do not use them.

In hot climates, or with turbocharged engines, you may need to employ heat shielding to prevent heatsoak and damage to electrical and fuel parts. Use the coolest surfaces of the chassis as a heat sink forcomponents and shield any wiring that may be affected by heat.

We recommend having your system tuned by a Haltech Dealer or by a Workshop that has the proper

tuning equipment like exhaust gas analyser, fuel pressure meter, Dynamometer etc. Otherwise trying toguess or tune by ear can lead to disastrous lean out conditions that could destroy your engine.

Note: In this manual, reference will be made to MAP (Manifold Absolute Pressure - as in MAP sensor) andthe fuel maps stored in the ECU. Both are common industry terms, with entirely different meanings.


WARNINGAvoid open sparks, flames or operation of electrical devices near flammablesubstances. Always disconnect the battery cables when doing electrical work onyour vehicle.

Do not charge the battery with a 24 Volt truck charger or reverse the polarity ofthe battery or any charging unit. Do not charge the battery with the enginerunning as this could expose the ECU to an unregulated power supply that coulddestroy the ECU and other electrical equipment.

All fuel system components and wiring should be mounted away from heat

sources, shielded if necessary and well ventilated. Disconnect the Haltech ECUfrom the electrical system whenever doing any arc welding on the vehicle byunplugging the wiring harness connector from the ECU.

After completing the installation, make sure that there are no fuel leaks, and nowiring left un-insulated in case a spark or short-circuit occurs and causes a fire.Also make sure that you follow all proper workshop safety procedures. If you'reworking underneath a jacked-up car, always use safety stands!

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Tools and Materials that you will need

Installation of this system can be easily carried out by professional mechanic(s) and most experiencedhome mechanics if the following tools and components are available:

Voltmeter or Test Light

A selection of screwdrivers and spanners

Soldering Iron and solder

(It is recommended that all connections be soldered except where crimped terminations are used.Soldering crimped terminations can cause the wire at the crimp to become weak. Most crimpedterminations have sufficient strength alone as long as the appropriate crimping tool has been used)

Wire Cutters and Pliers

Crimping Tool and assorted terminals

Drill with assorted drill bits

3/8" NPT Tap

14mm x 1.5 Tap

Electrical Tape or Heat Shrink tubing

Teflon pipe sealing tape

Nylon cable ties

Jewellers file (may be needed for mounting Throttle Position Sensor)

Mounting hardware for ECU and relays (mounts/bolts/screws)

Personal Computer (preferably a laptop or portable computer) running Windows 95/98, Windows 2000 orWindows XP with an RS232 serial port. See section for the requirements of your PC.

A good quality Timing Light


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Installation Guide

The installation guide will guide you through a typical installation. For details on the sensors and devicesmentioned here, see section on Devices and Pin Outs.

Flying Lead Loom Installation on bare engine

The following list outlines the procedure for installing the E11 ECU with a flying lead harness: Unpack your

ECU and identify the following components (some components may vary if you ordered a specific kit):

ECU

Main Wiring Harness

Coolant Temperature Sensor (purchased separately)

Air Temperature Sensor (purchased separately)

MAP Sensor (1, 2 or 3 Bar purchased separately)

ECU Instruction Manual (which you are reading)

Programming Cable

Programming Disc with Programming Software

Fuse blocks and relays (on wiring harness)

Throttle Position Sensor (optional)

Idle Stepper motor (Optional)

Mounting Devices:

Locate a suitable location for the ECU. Ensure that the loom will reach the necessary parts of the engineand mount the ECU.

Locate a suitable location for your Fuse block, fuel pump relay, ignition relay, injector relay, ECU relay andany additional relays used for auxiliary devices (e.g. Thermofan, turbo timers, etc.). Mount all your relays.Run the loom into the engine bay, but leave the ECU connector disconnected.

Inputs:

Connect the Throttle Position Sensor (TPS).

Connect the Coolant Temperature Sensor.

Connect the Air Temperature Sensor.

Connect the MAP sensor (optional).

Connect O2 sensor (optional).

Connect the crank angle sensor to Trigger (sometimes referred to as a crank trigger). Sometimes theseare driven off the cam, but still give a crank position. Leave the wiring in such a way so that changes tosensor wiring can be made if required when setting up.

Connect any cam angle sensors if applicable to the Home input. Leave the wiring in such a way so thatchanges to sensor wiring can be made if required when setting up.

Outputs:When running the wiring for outputs, run any power and ground wiring back to the points where they willbe connected, but do not connect power or ground connections yet.

Run the injector wires within the loom to the fuel injectors (each injector shares a common +12V with the

Note:Installation of engine management systems is a complex exercise to be undertakenonly after careful planning and research into the application for which the product is to beused. Damage to engine components is a distinct possibility if care is not taken during theinstallation and setup of the Haltech Engine Management System. If you are unsure abouthow to wire any components of your engine, please consult Haltech or an experienced

installer for advice.

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wires labelled injector output from the ECU providing the ground to switch the injector on and allow thefuel to flow).

Connect your fuel pump back to the fuel pump relay.

Run the loom from all ignition outputs to ignition modules (often called ignitors or spark amplifiers) but

leave the ignition modules disconnected at this stage. See warning at beginning of manual. Connectignition modules to coils and run wiring for coil(s) power supply back to the relay.

Connect idle control motors if applicable.

Connect any other auxiliary devices such as thermo-fans or turbo wastegate solenoids.

Power & Ground:

Connect all ground connections to a central location, any unused black wires in the wire harness can begrounded.

Connect power from the battery to the fuse block. Try to keep the wires from the battery to fuse block shortand ensure that this run of wire is well protected from damage to its insulation in case of a short circuit.

Connect power from the fuse block to each relay that supplies power to injectors, ignition, ECU and anyother auxiliary devices that require a switch 12V supply.

Ensure that the ignition modules and fuel injectors are disconnected at this stage.

Connect the ECU to the loom and connect a laptop computer to the D9 serial connector. Proceed to theSetup Guide.


IMPORTANT INSTALLATION NOTE !!

To avoid damage to ignition components, never connect the ignition modules

to the ECU until the ECU is configured. The same applies to the Fuel System,never connect fuel injectors until the ECU is configured, otherwise the enginemay flood with fuel.

When wiring a Haltech ECU, it's extremely important that you have goodconnections to the vehicle's electrical ground and battery power. If possible,

supply power to the fuel injectors, ECU and ignition system directly from thepositive terminal of the 12V Battery (via relays). Don't just look for any wire

that has 12 volts while the ignition is on, and assume that's good enough.

Trying to get power from unknown wires causes many problems and makes it

very hard to diagnose a fault. That wire may have a large voltage drop, or bepicking up electrical noise which can interfere with the ECU. Avoid runningwires next to starter motor cables or ignition coils and their wiring, including

high tension Leads. Also keep the ECU's wiring away from the antenna cablesof radio transmitting equipment (e.g. CB, UHF radios) and cables from high

powered car audio systems. All can cause ECU malfunctions.

When crimping cables, use a good crimp tool. After crimping each connector,pull on the cable and connector and make sure that it doesn't come loose. If

you're soldering connections, make sure that you have a large enoughsoldering iron to ensure that the joint gets hot enough and allows a good flow

of solder onto the wires. Some cheap or faulty irons just barely melt thesolder, which only sticks to the wire instead of making a good solder

connection. Properly insulate all connections.

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Sensors and Device Pin Outs

Manifold Absolute Pressure Sensor

Figure 1 - MAP Sensor

The MAP sensor is used to convert the manifold pressure into an electrical signal for the ECU to use. Thesensor works in absolute pressures, thus its calibration is not affected by changes in barometric pressure.The vacuum and, in the case of forced air induction engines, the pressure under boost, is proportional tothe load under which the engine is operating and the ECU uses the electrical signal as a load reference.

There are three types of MAP sensors that can be used with the system. Which sensor is requireddepends on the engine set-up.

Sensor Name Range of Operation Application

1 Bar Sensor (Part No. 039 4070)

(Green plug)

-100kPa to 0 kPa Normally Aspirated Engines

2 Bar Sensor (Part No. 886 3189)

(Orange plug)

-100kPa to 100kPa

(15 psi of boost, 1 atmosphere)

Turbo or SuperchargedEngines up to 100kPa boost

3 Bar Sensor (Part No. 749 3169)(Orange plug)

-100kPa to 200kPa(30 Psi of boost, 2 atmospheres)

Turbo or SuperchargedEngines up to 200kPa boost

Note: Make sure you have the correct MAP sensor for your engine. The first three digits of the partnumber are stamped on the sensor housing.

The MAP sensor is usually mounted high on the engine bay firewall or inner guard using two screws andwith the hose nipple facing outwards. Connect the sensor to the inlet manifold via a short length ofvacuum hose and fasten with either hose clamps or nylon cable ties. Connect the sensor to the mainwiring harness using the appropriate plug. Avoid mounting the sensor below the level of the fuel injectors,

because fuel may collect in the vacuum hose and run down into the sensor. The sensor assembly isweatherproof but it is good practice to mount the sensor in a protected position away from moisture andheat.


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Coolant Temperature Sensor

The coolant temperature sensor has a solid brass temperature-sensing tip. Refer to the diagram forphysical details of the sensor at the back of this manual. The coolant sensor supplied is an industrystandard component and some engines may already have provision for this type of sensor.

The coolant temperature sensor is designed to screw into a threaded hole and protrude into the enginecoolant stream. For air-cooled engines, the sensor can be embedded directly into the engine block orused to sense oil temperature.

Locate a suitable position on the engine which gives access to the coolant stream before you drill and tapthe thread. The sensor should be mounted before the thermostat in the coolant circuit. Since mostengines have existing temperature sensor holes, it is often possible to mount the Haltech sensor in one ofthese holes. If necessary drain the coolant from the vehicle to fit the temperature sensor then consult the

factory manual on how to purge the cooling system of air and check the engine does not require topping-up with coolant after the engine has reached operating temperature.

Figure 2 - Coolant Temp Sensor

Inlet Air Temperature Sensor

The air temperature sensor is used to compensate for changes in air density due to air temperature. Coldair has a higher density than warm air and therefore requires a greater volume of fuel to maintain the

same air/fuel ratio. This effect is most noticeable in forced induction engines. The Haltech ECU willautomatically compensate using the signal received from the air temperature sensor (once the airtemperature correction map is setup and enabled in the programming software).

The sensor should be mounted to provide the best representation of the actual temperature of the airentering the combustion chamber, i.e. after any turbo or supercharger, and intercooler, and as close to thehead as possible. The sensor needs to be in the moving air stream to give fast response times and reduce

Heat-Soak effects. Be aware in some situations, mounting the sensor into the inlet manifold (especially atthe rear) may case Heat Soak problems.

Once a suitable position has been located for the air temperature sensor a hole should be drilled andtapped to accept the sensor. Remove the manifold or inlet tract from the engine before this is done so you

dont get any metal particles entering the inlet manifold, as these will be drawn into the engine and may

cause damage.

Figure 3 - Air Temp Sensor

Note: The Haltech air temperature sensor will read temperatures up to 120 C and temperatures abovethis will be interpreted as a fault condition. The air temperature after some turbo and superchargers can

exceed this. If this occurs with your engine you should consider fitting an intercooler to reduce airtemperature and increase charge density.


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Throttle Position Sensor

Figure 4 - Throttle Position Sensor

The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A TPS iscommon on many late model engines and the Haltech sensor should attach with little or no modification.The throttle shaft must protrude from the side of the throttle body. This may require the machining of the

throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates withthe shaft. If the shaft is round then file a flat surface on the shaft so that it will pass through the sensorassembly. The TPS should be mounted against the side of the throttle body, using two screws, such thatthe throttle shaft and the sensor mechanism can rotate freely. The absolute range of sensor movement isnot important as the sensor can be calibrated using the programming software.

Your engine may have a Throttle position sensor already fitted and it is often possible to make use of this

TPS. The Haltech supplied TPS has a resistance value ranging from 0 to 10k. The resistance value ofthe installed TPS does not have to be the same since the ECU uses a throttle calibration function todetermine the position of the throttle based on the signal received from the TPS. Be sure to wire the TPSso that the ECU sees a lower value when at zero throttle than at full throttle.

Note: Make sure that the axis of rotation of the shaft is exactly aligned with the axis of rotation of thesensor, otherwise some binding may occur. Also, do not use the TPS as a throttle stop. In either case, theTPS will be damaged.

Ignition Modules

The Ignition Module should be mounted on a flat surface (eg. the firewall) to ensure proper heatdissipation and to avoid stress on the wiring connections. It is also important to prevent the moduleoverheating by mounting it away from hot components such as exhaust manifolds and turbochargers.

Included with your ignition module, should be a wiring diagram for your ignition module. Follow the

directions on these instructions to connect your ignition module(s) to your main wiring harness. Locate theignition wires in the main loom. Using the supplied pins, crimp the pins onto the appropriate wires andinsert them into the appropriate locations in the ignitor plug, but do not connect it to the ignitor until theignition settings in the ECU are verified by connecting the ECU to a computer with Haltech programmingsoftware.


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Figure 5 - Haltech Dual Channel Ignition Module

Exhaust Gas Oxygen Sensors (Optional)

The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust header orextractors, usually after the collector. The sensor uses the exhaust gas to detect if the engine is lean orrich. Many late model engines already have provision for an exhaust gas oxygen sensor and the sensor

provided should fit any standard exhaust mount. Some exhaust systems have the sensor mount up toaround half a meter (2 feet) down stream from the exhaust headers.

If the exhaust system does not have an existing sensor mount then a new mount will have to be welded tothe exhaust system. When routing the electrical connections to the exhaust gas oxygen sensor do notallow the harness to touch the exhaust pipe, as the heat will damage them.

Figure 6 - O2 Sensor


Warning

If using Intelligent ignitors such as the old Bosch 008 ignition module(rare), Constant Duty Cycle Mode should be selected in the Ignition SetupPage. If using a Dumb ignitor (Most standard ignitors are dumb, as aremodern Haltech ignitors), the Constant Charge Mode should be selected inthe ignition setup page.

Do not connect the ignition sub-loom to the main wiring loom until afteryou have configured the ECU by connecting it to a computer with Halwinprogramming software.

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Power Relays

There are three relays used with the Haltech ECU, the main power relay, the ignition relay and the fuelpump relay. These relays look almost identical, to determine which relay should go into which connectorthe diagram on the side or top of the relay will need to be compared to the diagram in the Haltech wiringdiagram.

Figure 7 - Power Relay

These relays should be mounted on the firewall or an inner guard. Do not mount the relays such that theycould catch and collect splashed water. Residual water inside the relay housing will cause them to fail.Mount them with the tab upwards as shown in the diagram.

Fuse Block Assembly

The fuse block assembly holds the fuses that protect the various components of the engine managementsystem.

The fuse block is supplied from the factory with fuses installed. The fuse ratings and connections areshown in the wiring diagram at the end of the manual. The fuse ratings have been selected to protect the

Haltech ECU and the electrical systems that supply it. Fuse ratings should only be changed if theexpected normal load current exceeds the factory specification. Altering the fuse ratings could causesevere damage to the system.

The fuse block should be positioned so that it can be accessed easily in case of fuse failure. Do not mountthe fuse block where it could be exposed to water. Mount the fuse block using the two screws holes in theblock ensuring that vibration will not cause the screws to vibrate loose.

Figure 8 - Fuse Block

Trigger Wiring (Crank and Cam Angle Sensors)

The most critical sensor on the engine is the engine speed sensor, without this sensor the ECU would notknow that the engine is moving and therefore it would never fire a spark nor inject any fuel.

The ECU gets information from the crankshaft and camshaft position sensors in the form of electrical

impulses over a period of time. When the ECU knows what pulses to expect it can compare this to whatpulses it receives and determine the engine speed and position at any point in time.


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There are two main types of sensor used for this application;

Reluctor Sensor Types

Variable Reluctance Transducers (VRT or simply reluctor) this kind of sensor produces a sine waveoutput. Generally a VRT sensor will have only 2 wires (a third wire may be present but its generally a

shield wire to help protect the signal from noise).

VRT sensors DO NOT require a power supply, they will have a signal wire and a ground wire only, theway they work is almost the opposite of an electric motor with only one brush where the sensor has a

magnet inside with a coil of wire wrapped around it. As a ferrous material passes by the magnet themagnetic field is disrupted and a voltage spike is created in the coiled wires surrounding the magnetproducing a sine wave. This signal is what is fed into the ECU. The ECU cannot interpret a sine wavedirectly and must first process the sine wave into a digital signal before it is able to use this information.The part of the ECU hardware that conditions the reluctor signal is called a reluctor adapter and it converts

the reluctor signals shown above to a square waveform similar to that of the Hall effect trigger. Thereluctor adapter and its tuning is dealt with in detail further later on.

Hall Effect Sensor Types

The second type of sensor found of crank and camshafts known as a Hall Effect (this includes opticalsensors) sensor. This style of sensor has a transistor and some electronics built into the sensor itself and

will generally require a power supply and ground of some sort. For this reason a hall effect sensor usuallyhas at least 3 wires. The output of this style of sensor is a digital square wave.


Figure 9: Reluctor Style Sensor Figure 10: Reluctor Scope Trace

Figure 11: Hall Effect Sensor (Optical)

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Because the output from a hall effect sensor is already in digital form the ECU does not need to do anysignal conditioning to be able to use it.

When given the option a hall effect sensor is always the best option to put on an engine and it reduces theamount of work required of the ECU.

In applications where either direct fire ignition or sequential fuel injection is required the ECU must have away of determining where it is in the firing order at any point in time and which cylinders are oncompression and which are on exhaust. The only way of determining this is to use a sensor connected tothe camshaft that sends a signal to the ECU when the engine is approaching cylinder 1 TDC on the

compression stroke.

Flying Leads

Locate and connect the following flying leads.

Black (Ground)

Locate a good chassis ground point or the negative terminal of the battery and connect the black wire.

Red

(Battery Supply +12V) Locate a source of continuous +12 volts and connect the red wire. Connectingdirect to the positive battery terminal is suggested.

Grey

(Ignition Switched +12V) The grey wire is used to control the operation of the Haltech ECU power relay. Itneeds to be connected so that it sees 12V only when the ignition switch is on and during cranking. Thiswire does not draw a large amount of current (< 0.5A). Do not connect to the accessory outputs of theignition switch.

Orange

The two orange wires are used to operate the fuel pump. When the Haltech ECU wants to operate the fuelpump it will close the fuel pump relay connecting the two orange wires together. The diagrams show twoexamples of wiring the fuel pump. Do not add extra relays to the fuel pump circuit.

Figure 12 - Fuel Pump Wiring

It does not matter which example is used.Both will operate correctly. Note that theorange wires are connected internallywithin the loom when the relay is closed.As a result it does not matter whichorange wire is used to connect to the fuelpump.


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Wiring Injectors

When wiring fuel injectors all Injectors share a common +12V supply voltage with the ECU INJ outputsupplying the ground for the injector when fuel delivery is required. It is also essential for the +12V supplyvoltage to the injector to be the same +12V supply that goes to the ECU. If using the Haltech long flyinglead harness this is already preterminated, if you are wiring your own harness you will need to ensure you

make this connection.

When wiring E8 or E11 for sequential fuel injection, fuel injectors should be wired with inj1 output tocylinder 1, inj2 output to cylinder 2 and so on, the injectors firing sequence will be set in the software viathe firing order found on the advanced tab of the main setup page. If semi-sequential injection mode isused the injection sequence will always be Inj1, inj2, inj3 inj 4 etc regardless of the firing order set in thesoftware.

Wiring Ignition

See below for some tables describing typical ignition wiring layouts

On the E8 and E11v2 ECUs an external ignition amplifier (otherwise known as an ignition module, anignitor or ignition power transistor) is required. Some Ignition coils have these modules built into the coilitself, others do not. As a general rule of thumb any coil with only 2 wires does NOT have the ignition

module built into it, you will need an additional ignition amplifier on these coils. If in doubt of your ignitionmodule requirements call your Haltech representative or the manufacturer of the ignition system.

When wiring E8 or E11 for direct fire ignition, ignition outputs should be wired with ign1 output to cylinder1, ign2 output to cylinder 2 and so on, the ignition firing sequence will be set in the software via the firingorder found on the advanced tab of the main setup page. If wasted spark ignition is used the ignitionsequence will always be Ign1, ign2, ign3 ign 4 etc regardless of the firing order set in the software.

Distributor Ignition

Distributor ignition output is always on IGN 1.

Twin Distributor Ignition

Ignition output will always appear on IGN 1 and IGN 2 channels. In the majority of cases, IGN 1 will be thefirst output to fire.

Waste Spark Ignition

When setup for waste spark ignitions, the order of the ignition outputs is simply in the order of the outputs.IGN 1 will fire first, then IGN 2 will fire next etc until the last ignition channel is reached regardless ofengine firing order. The following example is for a 6-cylinder engine that fires 1-5-3-6-2-4.

Figure 13 - Waste Spark Ignition Configuration


1

2

3

4

5

6

Ignitor+ Coil

1

Ignitor+ Coil

2

Ignitor+ Coil

3

ECU

IGN1

IGN2

IGN3

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Direct Fire Multi-Coil Ignition (1 coil per cylinder)

Wire each ignition output to its corresponding coil with IGN1 output wired to cylinder 1s coil/Ignitor, IGN2output wired to cylinder 2s coil/Ignitor etc. The firing order for ignition will be taken from the firing orderthat is specified in the Main Setup in the programming software. Its important to note the difference inwiring order between direct fire and wasted spark in direct fire mode the ECU will fire the ignition outputs

according to the firing order entered into the software where as in wasted spark mode the ECU willdisregard what is in the software and fire the ignition outputs in the order of the Haltech ignition output (ieIGN 1, IGN2, IGN3 etc.) Note: E8 ECU is only capable of driving 4 individual coil channels, and cantherefore only do direct fire on a 4 (or less) cylinder engine.

Figure 14 - Direct Fire Ignition Configuration


ECU

1

2

3

4

5

6

Ignitor + Coil 1

Ignitor + Coil 2

Ignitor + Coil 3

Ignitor + Coil 4

Ignitor + Coil 5

Ignitor + Coil 6

IGN1

IGN2

IGN3

IGN4

IGN5

IGN6

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This section will guide you through setting up the software and calibrating the necessary values to enableyou to start your engine and achieve a steady idle. By the end of this section, the vehicle will not be ready

to be driven, but will be ready to be tuned which is described in the Tuning Guide in section 3.

This setup guide assumes basic knowledge of automotive fuel, ignition and triggering systems. If you find

settings or concepts that are confusing or difficult to understand, please refer to the appendices of thismanual for more background information on these topics.

It is assumed that you are competent with operating your personal computer and are familiar with thebasic concepts of the Windows operating system environment. The Halwin software and this manual havemade every possible attempt to keep the setup procedure simple. This section will cover only the bareminimum information required to operate the Halwin software package for the setup procedure outlined.For more details on the advanced features, make sure that you read section The Halwin User Guide.

Halwin Programming Software

Computer Requirements

The programming software requires a PC running Windows 95 release 2, Windows 98, Windows 2000,Windows Millennium or Windows XP with the following specifications.

Minimum Requirements:

233MHz processor

VGA colour display 800x600 (preferably 1024x768)

4Mb of memory

10 MB of free Disk space

Installing Halwin

Installing Halwin onto your PC is performed similar to any other Windows software package. Installation isoutlined below to ensure correct installation:

Insert the CD-ROM into your PCs CD-ROM drive.

Run the executable file SETUP.EXE from the CD-ROM drive. Continue at step 3. Otherwise, skip ahead

to step 6. (Note: on some later Software versions, the disk may auto-run setup.exe)Double click on the My Computer icon on the desktop.


Setup Guide

Note: Haltech will NOT provide support on operating your PC

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Figure 15 - Halwin Software Installation

Double click on the CD-ROM icon to open the CD-ROM. If the setup software does not automaticallyopen, then double click on the SETUP.EXE icon to start the setup software.



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After double clicking on the SETUP.EXE icon, the following screens will appear.



Click on Next > to continue and follow the instructions given to you on the windows that appear.

When prompted for which type of installation to perform, choose Typical if you are unsure.

Starting Halwin

After installing the software, an icon should appear on your desktop similar to the one shown in the picture

below.

Figure 19 - Halwin Icon

Double click on the icon to start Halwin.


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Powering Up for the first time

Going Online with the Software

With your programming cable (RS232) attached to your ECU and the other end connected to your laptop,

power up the ECU by turning your key to IGN. Start the programming software on your PC. The followingwindow will appear on the screen when the software detects the ECU connected and able to communicatewith the software. If you do not get this window displayed, then check your ECU power and serialconnection. If you are using a USB/Serial adaptor ensure that the adaptor is emulating the same port thatyou have selected for communications in the program setup tab of Halwin (default is COM1 in Halwin).

Figure 20 - Halwin Online Prompt

Select the option Online. This will load the map from the ECU into the programming software. The statusindicator will show how much of the map has been loaded.

Figure 21 - Halwin loading map

After the map has been loaded into the ECU, the status indicator will show that the ECU is ONLINE.

When Online, all changes made to the maps will be sent to the ECU. When operating the software Online,some caution is required as some changes are applied immediately in real time.


WARNINGNow is the time to double check that your ignition modules and fuelinjectors are not connected to the ECU. Powering up the ECU with thewrong configuration can lead to damage to your ignition modules and/orignition coils or excessive fuel deposited in your engine if you leave thesedevices connected.

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Figure 22 - Halwin Online

Setup Menus

Main Setup

If the map for your engine is unavailable for your vehicle, then you will need to create your own settings byfollowing through the settings below.

Figure 23 - Main Setup


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Engine Config Group

Engine Type Select your Engine type, Piston (reciprocating) engine or Rotary engine.

No of Cylinders - Set this field to the number of cylinders your engine contains if you areconfiguring for a piston engine

No of Rotors Set this field to the number of Rotors when configured for a Rotary engine Type.

Load Sensing - Set this to match the load sensing method you are using. Most engines willoperate using manifold pressure to sense engine load. If your engine employs any form ofsupercharging or Turbo charging, select a suitable MAP sensor range. Engines with wild cams,most motorbikes, multi-throttle bodies or heavily ported rotaries will require a TPS as the loadsensing. If you are unsure what to use, contact your Haltech dealer.

Correction Maps Group

Click on the checkboxes on the left to place a tick next to the correction maps that you wish to haveenabled. To disable a map, click on the checkbox to clear the tick. Choices are Inj Coolant Map, Inj AirTemp Correction Enable, Post Start Enrich Enable, Primer Map Enable, Post Start Type, Battery

Correction Map Enable, Barometric Correction Enable, Ignition Coolant Map Enable. Ignition Air MapEnable and Post Start Timing Offset.

RPM Group

Max Cranking RPM - When the engine RPM is below this value, the engine is considered to be

cranking under the starter motor power. When the RPM exceeds this value, the engine isconsidered to be started and running. This allows the ECU to determine what is Cranking and whatis Running.

Rev Limit Enable - Click on this checkbox if you want to enable the Rev Limiter.

Rev Limiter Options Group

Figure 24 - Rev Limiter Settings


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Rev Limit Type Select which output the Rev Limiter will use - Fuel or Ignition.

Note: Be careful when using Ignition for Rev Limiting on vehicles withCatalytic Converters. Unburned fuel can overheat and damage theconverter.

Rev Cut Type The method for cut-out to Ignition or Fuel can be either Hard or Soft. Hard cut isan instant stop to Fuel or Ignition and Soft Cut is a progressive or gradual cut (see figure xx).Selecting Hard Cut with Fuel as the Rev Limit Type, the injection time will be set to Zero if theRPM exceeds the value set in the RPM Limit field. If Ignition is used as the Rev Limit Type, thenspark charge Time will go to Zero when RPM exceeds the value in the RPM Limit field. Whenusing Soft cut, you can choose the type of sequence or aggressiveness of the cut by selectingLinear, Hard to Soft, Soft to Hard or a Custom style.

Figure 25 - Soft Cut Rev Limiter

Miscellaneous Group

Engine Operating Temp - When the coolant temperature is below this temperature, the engine is

considered to be cold. Features such as injector primes that depend upon operating temperaturewill use this temperature to decide if the engine is at operating temperature.

Throttle Group

WOT Value %- Wide Open Throttle (WOT) value. When using Full Throttle Maps, this thresholddefines over what percentage a full throttle map will work at. Example: if you set WOT value say95% and WOT Map is enabled (Setup/Fuel Setup/Maps Group), when the Throttle positionexceeds 95% the Full Throttle Map will take effect.

Throttle pump Dead Band - Some Throttle Position Sensors (TPS) may have some residualnoise. When watching the Engine Data page you may notice the TPS value move slightly even

when no physical throttle movement is present. In some cases having a worn throttle shaft or

multiple throttle bodies, engine vibration may cause throttle movement which can trigger a ThrottlePump Correction (causes an unexpected rich fuel mixture at idle or at a light load). If you think this


4900 5000 5100 5200 5300 5400 5500 5600

Soft toHard

Linear

Hard to

Soft

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is causing a problem, then increase the Dead Band value slightly higher than the jitter orfluctuation value read from the TPS Engine Data Page reading. Typical values are around 0.5% to2%.

Main Setup - Advanced Tab

Figure 26 - Advanced Setup Window


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Firing Order

The firing order table is filled out with respect to cylinder number 1. Here are some examples of commonengine firing orders:

4 Cylinder 4 stroke Piston

1st Cylinder to fire 1

2nd Cylinder to fire 3

3rd Cylinder to fire 4

4th Cylinder to fire 2










Firing Angles

To cater for odd fire engines, certain triggers make use of the firing angles. To configure the firing angles,type in the angle at which the cylinder fires with respect to cylinder number 1. This means that Cylinder 1Angle will always be zero.

Example:

If you have an even fire 4 cylinder engine with firing order 1-3-4-2, then the angles will be:

Cylinder 1 Angle = 0 Since the angles are with respect to cylinder 1, the definition means thatthis angle must be zero.

Cylinder 3 Angle = 180With an even fire engine, all angles between all cylinders are alwaysevenly spaced. Therefore, for a 4 cylinder engine will have 720/4=180

degrees between cylinder events. Since cylinder 3 is the next to fire, it willbe 180 away from cylinder 1.

Cylinder 4 Angle = 360Cylinder 4 will fire 180 degrees after cylinder 3, therefore it fires 360degrees after cylinder 1.

Cylinder 2 Angle = 540Cylinder 2 fires 180 degrees after cylinder 4, therefore it fires 540 degreesafter cylinder 1.

For even fire engine applications (most engines) the cylinder firing angle does not need to be calculatedby hand, simply press the auto generate firing angles button on the setup page and the correct firingangles will be generated. It is only in the case of an odd fire crankshaft that the firing angles need to be

hand generated (ie where the angle between each cylinders TDC is not constant).









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Listed below are typical cylinders angles for typical firing order, piston engines.

4 Cylinder 4 stroke Piston firingorder 1-3-4-2

Cylinder Angle

Cylinder 1 Angle 0

Cylinder 2 Angle 540



6 Cylinder 4 stroke Piston firingorder 1-5-3-6-2-4

Cylinder Angle

Cylinder 1 Angle 0






8 Cylinder 4 stroke Piston firingorder 1-8-4-3-6-5-7-2

Cylinder Angle

Cylinder 1 Angle 0







Cylinder 8 Angle 90


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The Trigger and Ignition setup pages are the most Important part of any Installation!.

Getting these settings wrong or not understanding them will lead you into problems. The ECU has no ideawhat is connected to it or what it supposed to see. This is why the settings must be properly set to suit theapplication. The other issue is making sure the ECU can interface to the sensor(s) which different types ofsignals like Hall Effect signals and Reluctor (Magnetic sensor). Interfacing to these signals may require

the use of external signal conditioners such as the Haltech RA10.

Trigger Setup

Figure 27 - Trigger Setup Screen

Trigger Group

Type of Trigger System - Select the type of trigger that your engine uses from the options in thedrop down menu.


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Trigger SystemType

Fuel ModeSupported

Ignition ModeSupported

Description

Standard No Home MultipointBatch

Distributor Used for engines that run a standard trigger thatprovides a single pulse for each cylinders

ignition event. i.e. A standard trigger for a 8-Cylinder engine will have 8 pulses, each with anedge that is always the same angle with respectto TDC of the next cylinder to reach TDC.

Standard HalfCycle

MultipointBatch

Semi-Sequential

DistributorTwin

DistributorWaste Spark

Used for standard trigger engines that provide aHome signal on the crank. This provides

enough information to do waste spark ignitionand semi-sequential fuel injection.

Twin distributor mode is only possible for 8cylinder engines and 12 cylinder engines (where

supported) with this trigger.

Standard Full Cycle MultipointBatchSemi-SequentialSequential

DistributorTwinDistributorWaste SparkDirect Fire

Used for standard trigger engines that provide aHome signal on the cam (720 degrees of enginerotation for 4-stroke engines).

Nissan Type 1 MultipointBatchSemi-Sequential

Sequential

DistributorTwinDistributorWaste Spark

Direct Fire

Nissan triggers are optical triggers with a wheelwith two tracks. One with large slots andanother with 360 small slots.

Type 1 Nissan triggers have one unique slotand all remaining slots are the same size. Thetypical slot patterns for home window teeth are

2,2,2,8 for FJ20 engines or 2,2,2,2,2,8 for RB30engines.

Nissan Type 2 MultipointBatchSemi-SequentialSequential

DistributorTwinDistributorWaste SparkDirect Fire

Type 2 Nissan triggers come with 2 uniquewindows. A typical pattern is 4,8,12,8 that canbe found on most CA18 engines. Early RBseries engines use this pattern also with sixwindows.

Nissan Type 3 MultipointBatchSemi-Sequential

Sequential

DistributorTwinDistributorWaste Spark

Direct Fire

Type 3 Nissan triggers come with all uniquewindow sizes. A typical pattern is 4,8,12,16 andis commonly found on SR20 and late RB seriesengines.

Choosing Type 1,2 or 3 will work with the ECUwith a correctly setup Home Windowparameter. However choosing the correct type

may assist in faster starting with less cranking.

Multi Tooth 24+1,

Full Sync

Multipoint

BatchSemi-SequentialSequential

Distributor

TwinDistributorWaste SparkDirect Fire

These are typically magnetic pickups with 24

teeth trigger with a single tooth home.

These are commonly found on Toyota andHonda engines.

MultipointBatch

Semi-Sequential


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Motronic 60-2 Distributor Waste Spark

These are typically magnetic pickups that arelocated on the crank. This style of pickup looks

as if it should have 60 evenly spaced teethhowever there are 2 teeth missing leaving only58 teeth with a gap the width of 2 teeth at one

location.

These are commonly found on European carssuch as Audi, BMW, Porsche and Volkswagon.

Motronic 36-1 MultipointBatchSemi-Sequential


These are commonly found on Ford engines.Typically magnetic pickups that are located onthe crank. This style of pickup looks as if itshould have 36 evenly spaced teeth howeverthere is 1 tooth missing leaving only 35 teethwith a gap the width of 1 tooth at one location.

Motronic 36-2 MultipointBatchSemi-Sequential


These are sometimes found on Toyota engines.Typically magnetic pickups that are located onthe crank. This style of pickup looks as if itshould have 36 evenly spaced teeth howeverthere are 2 teeth missing leaving only 34 teeth

with a gap the width of 2 teeth at one location.

Motronic 60-2 +

Cam home

Multipoint

BatchSemi-SequentialSequential

Distributor

Waste SparkDirect Fire

With the addition of the Home signal on the

cam, this trigger enables the support of fullsequential injection and direct fire multi-coilignition.

These are commonly found on European carssuch as Audi, BMW, Porsche and Volkswagon.

Motronic 36-1 +Cam home

MultipointBatchSemi-SequentialSequential

DistributorWaste SparkDirect Fire

With the addition of the Home signal on thecam, this trigger enables the support of fullsequential injection and direct fire multi-coilignition.

These are commonly found on Ford engines.

Motronic 36-2 +Cam home

MultipointBatchSemi-SequentialSequential

DistributorWaste SparkDirect Fire

With the addition of the Home signal on thecam, this trigger enables the support of fullsequential injection and direct fire multi-coilignition.

These are sometimes found on Toyota engines.

Subaru MultipointBatchSemi-sequentialSequential

DistributorTwinDistributorWaste SparkDirect firecoils

For Subaru 4 cylinder EJ series engines.

Distributor


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Subaru MY01

MultipointBatchSemi-sequentialSequential

TwinDistributor

Waste SparkDirect firecoils

For Subaru 4 cylinder EJ20 series engines in2001 and later WRX and Forrester GT.

Rotary Triggers Fuel ModeSupported

Ignition ModeSupported

Description

2 or 3 pulse TrigRotary

MultipointBatchSequential

Distributor(with toggle)Waste Spark

Direct Fire

For rotary engines that have standard triggerstyle trigger adapted to them.

2 or 3 pulse TrigRotary No Home

MultipointBatch

Distributor For rotary engines that have standard triggerstyle trigger adapted to them and no HomeSignal.

Multi Tooth Rotary MultipointBatchSequential

Distributor(with toggle)Waste SparkDirect Fire

The factory trigger for a Mazda rotary engine willbe a 24 tooth magnetic trigger with a Homesignal for every rotation of the crank.

Figure 28 - Trigger Type Options

Trigger Sensor Type - If your Trigger Input Signal is a magnetic pickup type, then you will need touse the internal reluctor by setting Reluctor Mode. Otherwise, if you have a Hall effect sensor typethat produces a digital square wave output, then select Hall Effect Mode. Optical triggers also

produce a square wave output and the input type should also be Hall Effect Mode. Generally ahall effect trigger type will require power and ground, a reluctor style sensor does not requirepower.

Home Sensor Type - If your Home Input Signal is a magnetic pickup type, then you will need touse the internal reluctor by setting Reluctor Mode. Otherwise, if you have a Hall effect sensor typethat produces a digital square wave output, then select Hall Effect Mode. Optical triggers alsoproduce a square wave output and the input type should also be Hall Effect Mode.

Trigger Signal Edge - The trigger signal from a crank or cam angle sensor will always beconverted to a square wave signal. As a square wave, there will always be a rising and falling edgeto every pulse received. Depending on the sensor, one of the edges may move with respect to theactual crank position as engine RPM changes. Set this parameter to select the edge that does notmove with respect to the crank at all engine speeds. Set this edge to Rising when using the

internal reluctor as a starting point.

Home Signal Edge - Similarly with the home signal, one of the edges associated with this signalwill have a fixed position with respect to the crank position, while the other edge may move slightlywith RPM. Choose the edge that does not move with respect to the crank position when RPM ischanged. Set this edge to Rising when using the internal reluctor as a starting point.

Trigger Signal Pull Up - By default, this option should be left in the On state. When using Hall

effect input triggers from certain factory trigger systems however, it is sometimes required to turnthis option Off. Leave this feature in its default state unless you are sure that this needs to beturned off.


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The Following Filter and Gain settings are only available in Reluctor Mode

The ECU needs to see a clean Trigger signal before it can start controlling the engine. If you arehaving problems you have the option of adjusting the signal quality. In cases where the signal istoo weak and or not enough signal strength, you can use the Gain settings to boost the signal. Insome cases a high Gain setting may amplify noise, the same applies to the Filter Level adjustment

if there is interference from Spark Noise the Filter Level may need to be used, ( too high valuemay cause problems at high RPM). Experiment until you get a stable RPM reading and check thereadings from Trigger Diagnostic Data Page (Under Data Pages Menu).

Typical triggering symptoms are if a Home signal has false triggered, it will cause

synchronising problems and loose track of the start of the Engine cycle, a missing Trigger signalmay loose count of which cylinder is to fire next. The end result can lead to a engine misfiring,running rough, backfiring hard to start or not starting at all.

If you cannot get satisfactory results with the Filter/Trigger settings, contact your Haltech

dealer and enquire about an external Reluctor Adaptor.

Trigger Filter Level This filter setting allows you to clean up the Trigger signal before its

processed by the ECU. You have the option of selecting a number from 0 to 2, 0 = no filter, 1 = lowfilter, 2 = high filter.

Home Filter Level This filter setting allows you to clean up the Home signal before its processedby the ECU. You have the option of selecting a number from 0 to 2, 0 = no filter, 1 = low filter, 2 =high filter.

Trigger Gain Control This Gain setting allows you to amplify the Trigger signal, the gain of theinput stage to this reluctor can be set using this slider control. Start with low values and graduallyincrease the gain until you get a steady trigger signal throughout the rev range that you intend tooperate your engine.

Home Gain Control - When the internal reluctor adaptor is used to process the Home Input signal,the gain of the input stage to this reluctor can be set using this slider control. Start with low values

and gradually increase the gain until you get a steady Home signal throughout the rev range thatyou intend to operate your engine. An unsteady Home Signal can lead to drastic changes in timingon multi-tooth triggers so check this with a timing light with Ignition Timing Lock turned on whileyou rev the engine.


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Ignition Setup

Figure 29 - Ignition Setup Page

Timing Group

Lock Timing - When this setting is checked, the ignition advance is fixed to the value described in

Lock Degrees BTDC.

Lock Degrees BTDC - The ignition advance angle used when Lock Timing is enabled.

Trigger Angle BTDC - This is the angle between the trigger input and the corresponding pistons

(or rotors) TDC. For multi-tooth triggers such as those found on Toyotas, Hondas and Mazdas,the trigger point is the tooth defined by the Tooth Offset that is described below. The trigger anglemust be between the largest intended advance angle and the angle between trigger events.

E.g. If the largest ignition advance angle you wanted to use was 32 degrees on a 4 cylinder engine, thenyour trigger angle must be between 32 to 180 degrees. Angle between triggers for a 4 cylinder is 720/4 =180 degrees. For more information on how to set the tooth offset and trigger angle correctly please refer tothe quickstart guide you received with your ECU.

Tooth Offset - The tooth offset is the number of teeth from the Home signal to the tooth that is

chosen to be the trigger tooth. The trigger tooth should be chosen so that the trigger angle can bedialled into the range described below. If this field is grey and not able to be changed, then ignorethis parameter, as it does not apply for the given trigger.

Setting the Base Timing


Note: Setting the base timing correctly is the most imporatant step in getting the HaltechECU to operate correctly. If the base timing is not set correctly none of the softwaresettings will be correct. This is the most important step in the setup procedure.

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Tooth Offset and Trigger Angle Relationship

Tooth offset and trigger angle are closely related and are best explained visually so see below for a visualrepresentation off the tooth offset.

The tooth offset is the number of teeth between the home event and the tooth that is chosen to be thetrigger tooth. In the example above the home event is the missing tooth.

The trigger angle is the angle between the trigger tooth and TDC therefore the tooth offset plus the triggerangle equals the angle between the home event and TDC.

As can be seen above the trigger angle is simply the angle before top dead centre (TDC) at which thetrigger event occurs (when the tooth selected to be the trigger tooth passes by the sensor). In the case ofa multi tooth trigger without a missing tooth (such as a Toyota 24 trigger) the home home event comesfrom a separate single tooth sensor usually located on the camshaft.

When using a custom trigger of any sort the sensor must produce at least one trigger event for eachignition event and each trigger must occur a constant angle BTDC (in other words the teeth must all beevenly spaced and the number of teeth an even multiple of the number of cylinders the engine has).

The trigger angle value must be greater than the maximum advance you wish to run, so if the maximum

advance you wish to run is 40 deg, the Trigger Angle value needs to be at least 40 deg (its wise to have atleast 10 degrees margin). If the Trigger Angle value is set too low, the ignition timing will not be able toachieve the full advance set in the ignition map/s.

By selecting the correct trigger tooth in the tooth offset field this should always be possible.

Setting the tooth offset and trigger angle on an engine where the location of the crankshaft position sensorand camshaft position sensor is unknown is very easy and requires only a timing light. The following

procedures outlines how to achieve this:

Go to the fuel setup page and disable the fuel injectors (at this stage it is not desired that the engineattempts to start), to reduce stress on started motor it is also advisable to remove the spark plugs to helpthe engine crank more freely when setting base timing (be careful when doing this as spark from ignition

coils have been known to cause severe injury and even death on some occasions).


Figure 30: Trigger Angle and Tooth Offset Visually Outlined

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Figure 31: Ignition Setup Page

Set lock timing to ON and lock timing angle to 10 degrees. Crank engine, using a timing light connected toignition lead for number 1 cylinder adjust the tooth offset and trigger angle until timing reads 10 degreesas viewed with a timing light on crank pulley. Tooth offset gives large changes to timing, trigger angle isused to fine tune timing to exactly 10 degrees (any angle can be used as the lock timing angle. In thisexample 10 degrees was used. It is however possible to set the lock timing to zero degrees (or any other

positive number) and adjust tooth offset and trigger angle until the crank pulley shows this value whenviewed with a timing light).

Nissan Home Window - Nissan trigger requires the detection of a particular sized window toestablish the Home position of the engine. Some Nissan triggers have several uniquely sized

windows that can be used for this purpose. This parameter selects which of the unique windows touse. If this field is grey and not able to be changed, then ignore this parameter, as it does not applyfor the given trigger.

Constant Charge Time - The time used to charge the ignition coils when Constant Charge mode

is selected. See Appendix D for more details on ignition systems. Spark Break Time - This is the minimum time between when the spark edge occurs and the next

charging edge is allowed to occur. This time will depend on how quickly the coil can discharge tofire the spark. This threshold is only used when charging time is limited. This is only applicable in

Constant Charge Mode. The default value is 600 s.


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Ignition Mode Group

Spark Mode - This mode must be set to the type of ignition system that is to be used on the

engine.

For Piston Engines

Trigger Injection Mode

Standard Trigger Full Cycle, with home on the CAM24 +1 Multi-Tooth trigger (Honda, Toyota)Nissan TriggerMotronic with home signal on the CAMSubaru

Subaru MY01

Direct Fire Multi Coil

Standard Trigger Full

Standard Trigger Half Cycle with home on the crank24 +1 Multi-Tooth trigger (Honda, Toyota)Nissan Trigger

MotronicSubaruSubaru MY01

Waste-Spark

All triggers Distributor

For Rotary Engines

Trigger Injection Mode

Standard Trigger with crank home24 +2 Multi-Tooth trigger

Direct FireWasted Spark Leading ignitionDistributor (with toggle)

Standard Trigger with no home Distributor (without toggle)Figure 32 - Ignition Trigger Modes

Ignition Spark Edge

The ignition spark edge determines the polarity of the waveform used to drive the ignition module. Fallingedge ignition will use a zero voltage output at idle, a +12V signal for charging, and a falling edge to zerovolts to fire the spark. Most factory ignition systems use falling edge. This is the default setting.

Figure 33 - Ignition Spark Edge Falling


Time

VoltageWaveformNaturally Low

Signal Rises to12V to ChargeCoils

+12V

Note: Take care when setting the ignition spark edge, incorrect settings will damage theignition system.

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Rising Edge Triggered - Some Honda and CDI style ignition modules are known to be rising edgetriggered. These modules expect to see a naturally high signal. When the voltage falls to 0V, the modulecharges the coil. When the voltage returns to 12V, the spark is fired.

Figure 34 - Ignition Spark Edge Rising

Trailing Spark Edge

This parameter is only available when in rotary mode. This parameter is the same as Ignition Spark Edge,but applies only to the trailing spark. The leading spark for a rotary engine is setup with Ignition SparkEdge. This feature allows for different ignition systems to be used on the leading and trailing coils.

Dwell Mode

This mode must be set to the type of ignition module that it to be used on the engine, almost every ignitionsystem that comes from a modern vehicle (i.e. an engine that has EFI as standard) uses constant aconstant charge ignition system.

Trailing Dwell Mode

This parameter is only available when in rotary mode. This parameter is the same as Dwell Mode, butapplies only to the trailing spark. The leading spark for a rotary engine is setup with Dwell Mode. Thisfeature allows for different ignition systems to be used on the leading and trailing coils.

Ignition Map Selection

This selects which map to use. If an external input is used to select the map, then this setting is ignored.

Ignition Trims

Allows ignition to br trimmed either as an overall trim, or as an individual cylinder trim.

Zero Throttle Map Enable

Allows for a seperate ignition map to be enabled when the engine's throttle is closed.


GND

+12V

Voltage Ignition Signal Pullsto Ground to ChargeCoils

WaveformNaturally High

Note: Take care when setting the ignition spark edge, incorrect settings will damage theignition system.

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Fuel Setup

Figure 35 - Fuel Setup Page

Decel Cut Parameter Group

Deceleration cut is a feature that stops the fuel injectors from injecting fuel when the throttle position is

zero and the engine speed is above the Decel Cut RPM. To ensure that the transition to fuel cut issmooth, the ignition timing is retarded slightly before the fuel is cut. Likewise, when the fuel is restored,the injectors resume normal injection and the ignition timing advances back to normal.

Decel Cut Enable - This check box enables deceleration fuel cut. This feature is primarily used tosave fuel when on a deceleration condition.

Decel Cut RPM - Fuel is not cut when the engine speed falls below this RPM. Set this RPM to be

above your idle RPM otherwise your engine will stall at idle.

Decel Cut Temp - Fuel is not cut when the coolant temperature is below this temperature value.This is useful for cars with an idle up mechanism based on coolant temp that sets the idle speed

above the RPM used for decel fuel cut. This is common in early EFI vehicles with wax pellet stylecold idle up.


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Decel Cut Delay - This is the time in seconds that the ECU will wait before starting the decel cut

phase, after seeing a zero throttle condition. This delay stops any unwanted fuel cutting or ignitionchanges between gear changes or momentary zero throttle conditions.

Max Decel Cut Retard - The amount of ignition retard used to smooth the transitions to fuel cut.

Decel Cut Enrich - Upon restore of deceleration cut, the intake manifold walls will be completelydry. This enrichment factor will eliminate any lean conditions upon fuel being restored.

The following example assumes a constant load so that injection times and advance does not vary. Ofcourse this is not realistic since load will change with movements in TPS. The example aims to simplydemonstrate the timing interaction of fuel and ignition in the event of a deceleration cut condition.

Figure 36 - Decel Cut Cut Illustrated

Maps Group

WOT Map Enrich - Click on the check box to enable the use of the WOT map. When the throttleposition exceeds the WOT value. When the WOT map is used and the WOT condition is met, theinjection values are taken from this map and the base fuel map values are ignored.

Zero Throttle Map Enable - Similar to the WOT map described above, but for a zero throttlecondition. This can help some cars achieve a stable idle.

Fuel Map Select - This selects which map to use. If an external input is used to select the map,then this setting is ignored.

Throttle Pumps

Throttle pumps aid in improving engine response when the throttle on a conventional fuel injected vehicleis opened rapidly. The throttle pumps work by adding additional injection pulses (asynchronous

enrichment) and enriching the current fuelling pulses (synchronous enrichment) when it sees a change inthrottle position. The throttle pump setup allows the tuning of:

* How much enrichment is needed for a given RPM, throttle position and TPS rate of change.

* The biasing of the enrichment between asynchronous and synchronous types according to a given RPM.

* The speed at which the synchronous enrichment decays.


TPS

Ignition Advance

Injection

Time

Injection

Time

Advance

TPS %

DecelCut

DecelCut Restorei nition

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Note the rate of change of throttle position is how far the throttle moves over a 10ms time frame. A fast

throttle movement could have a TPS rate of change of 15% this means that in a time frame of 10ms the

throttle position moved 15%. A slow throttle movement could have a TPS rate of change of 1%, whichmeans that in a time frame of 10ms the throttle position only moved 1%.

Figure 37 Throttle Pump Setup Screen

Throttle Pump Settings:

Max Asynchronous Pulses This is the maximum number of extra injector pulses that can happenper injector output during an enrichment event.

Range: 0 10 pulses.

Default: 5.

Throttle Deadband A rate of change of throttle position greater than this value will trigger anenrichment event.

Range: 0.0 10.0 %.

Default: 0.5 %.

Delay Between Enrich Events The minimum time between asynchronous enrichment

events. This is to stop excess fuelling when constantly pumping the throttle.

Range: 0.00 2.00 sec.

Default: 0.80 sec.


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Overall Trim The trim value scales the fuel enrichment. 0% makes no changes to the fuel

enrichment. 100% will add an extra 100% fuel to the enrichment.

Range: 0.0 300.0 %.

Default: 100.0 %.

Throttle Pump Maps

Enrichment Sensitivity Map

This map allows for the tuning of the amount of enrichment needed according to a given RPM and

throttle position. In general more enrichment is needed at a low throttle position because a change will

cause a larger in rush of air than at a higherthrottle position. At a low RPM more enrichment is neededbecause of low air speeds and the atomisation of fuel is poor. This becomes less of a problem as the

engine goes up in RPM and airflow increases. The value in this map represents the enrichment needed at

the maximum TPS rate of change. This map is the first to be tuned but also make sure that the right hand

side of the TPS Rate Of Change Sensitivity Map equates to the maximum TPS rate of changeachievable with a sensitivity value of 100%.

TPS Rate Of Change Sensitivity Map

With the Enrichment Sensitivity Map tuned for a maximum TPS rate of change slower throttle

movements can be scaled accordingly with the TPS Rate Of Change Sensitivity Map. The right hand

side of the map should contain the maximum TPS Rate of change in its axis value and 100% in its map

value. For slower throttle movements (lowerTPS rate of change values) a smaller percentage value canbe put in the map.

Percentage Asynchronous Enrichment Map

This map determines what percentage of the fuel enrichment goes to the asynchronous type ofenrichment. 0% in the map means that all of the fuel enrichment will be delivered synchronously (ie noadditional fuel pulses will be added, the entire throttle pump enricment will solely by extending the normalinjection pulse). 100% in the maps means that all of the fuel enrichment will be delivered asynchronously(ie the normal injection pulse remains the same and all the enrichment fuel is added through extra pulsesfollowing the main injection pulse (these are called the asynchronous pulses)). Note that if the enrichment

value exceeds 9.5ms (the maximum size of an asynchronous pulse) the rest will be deliveredsynchronously. In General at a low RPM, when the injection events are further apart, the asynchronousfuel enrichmen

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